System and methods for reverse braking during automated hitch alignment

ABSTRACT

A vehicle system comprises a hitch ball mounted on a vehicle. The system further comprises a plurality of sensor devices comprising an ultrasonic sensor and an image sensor. A controller is configured to process image data from the image sensor identifying a coupler position of a trailer. The controller is further configured to process ultrasonic data from the ultrasonic sensor identifying a proximity of the trailer. Based on the proximity of the trailer, the system is configured to identify the trailer in a detection range of the image sensor.

FIELD OF THE DISCLOSURE

The present disclosure generally relates to a system for assisting in avehicle-trailer hitching operation. In particular, the presentdisclosure relates to a system for detecting a force applied to a hitchassembly and related applications.

BACKGROUND OF THE DISCLOSURE

Hitching a trailer to a vehicle can be a difficult and time-consumingexperience. In particular, aligning a vehicle hitch ball with thedesired trailer hitch can, depending on the initial location of thetrailer relative to the vehicle, require repeated forward and reversedriving coordinated with multiple steering maneuvers to appropriatelyposition the vehicle. Further, through a significant portion of thedriving needed for appropriate hitch ball alignment, the trailer hitchcannot be seen, and the hitch ball can, under ordinary circumstances,never actually be seen by the driver. This lack of sight lines requiresan inference of the positioning of the hitch ball and hitch based onexperience with a particular vehicle and trailer, and can still requiremultiple instances of stopping and stepping out of the vehicle toconfirm alignment or to note an appropriate correction for a subsequentset of maneuvers. Even further, the closeness of the hitch ball to therear bumper of the vehicle means that any overshoot can cause acollision of the vehicle with the trailer. Accordingly, furtheradvancements may be desired.

SUMMARY OF THE DISCLOSURE

According to one aspect of the present disclosure, a vehicle systemcomprising a hitch ball mounted on a vehicle is disclosed. The systemcomprises a plurality of sensor devices comprising an ultrasonic sensorand an image sensor. A controller is configured to process image datafrom the image sensor identifying a coupler position of a trailer. Thecontroller is further configured to process ultrasonic data from theultrasonic sensor identifying a proximity of the trailer. Based on theproximity of the trailer, the system is configured to identify thetrailer in a detection range of the image sensor.

Embodiments of the first aspect of the invention can include any one ora combination of the following features:

-   -   the controller is configured to control a motion of the vehicle        aligning the hitch ball with the coupler position;    -   the controller is further configured to correct for a        misidentification of the coupler position identified in the        image data based on the proximity of the trailer identified from        the ultrasonic data;    -   the controller is further configured to: monitor the proximity        of the trailer based on the ultrasonic data; monitor the        location of the coupler based on the image data; and suppress a        motion instruction of the location based on the proximity of the        trailer;    -   the suppression of the motion instruction comprises stopping the        motion of the vehicle;    -   the suppression of the motion instruction is in response to the        proximity of the trailer being less than a change in the        proximity detected via the ultrasonic data in addition to a        predetermined distance constant;    -   the controller is further configured to: control a notification        indicating that the trailer is outside the detection range; and    -   the detection range of the notification provides for the vehicle        to be repositioned at a greater distance within the detection        range.

According to another aspect of the present disclosure, a method forcontrolling a vehicle is disclosed. The method comprises processingimage data identifying a coupler position of a trailer and processingultrasonic data identifying a proximity of the trailer. The methodfurther comprises controlling a motion of the vehicle aligning the hitchball with the coupler position and monitoring proximity of the trailerrelative to the coupler position. In response to a comparison of thecoupler position with the proximity, the method comprises halting themotion of the vehicle.

According to yet another aspect of the present disclosure, a vehiclesystem is disclosed. The system comprises a hitch ball mounted on avehicle and an ultrasonic sensor configured to capture ultrasonic datarearward of the vehicle. An image sensor is configured to capture imagedata rearward of the vehicle. A controller is configured to processimage data from the image sensor identifying a coupler position of atrailer and control a motion of the vehicle aligning the hitch ball withthe coupler position. The controller is further configured to processultrasonic data from the ultrasonic sensor identifying a proximity ofthe trailer and monitor the proximity of the trailer relative to thecoupler position. The controller corrects for a misidentification of thecoupler position identified in the image data based on the proximity ofthe trailer identified from the ultrasonic data.

These and other aspects, objects, and features of the present disclosurewill be understood and appreciated by those skilled in the art uponstudying the following specification, claims, and appended drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

In the drawings:

FIG. 1 is a perspective view of a vehicle in an unhitched positionrelative to a trailer;

FIG. 2 is a diagram of a system according to an aspect of the disclosurefor assisting in aligning the vehicle with a trailer in a position forhitching the trailer to the vehicle;

FIG. 3 is an overhead schematic view of a vehicle during a step of thealignment sequence with the trailer;

FIG. 4 is a is an overhead schematic view of a vehicle during a step ofthe alignment sequence with the trailer;

FIG. 5 is a projected view of image data demonstrating a alignmentsequence of a vehicle with the trailer;

FIG. 6A is a side profile view of a vehicle approaching a trailerdemonstrating a plurality of sensors detecting the trailer;

FIG. 6B is a side profile view of a vehicle approaching a trailerdemonstrating a plurality of sensors detecting the trailer;

FIG. 7 is a flow chart demonstrating a method for controlling analignment of a vehicle with a trailer utilizing proximity data and imagedata;

FIG. 8 is a flow chart demonstrating a method for controlling analignment of a vehicle with a trailer identifying a minimum alignmentdistance for an alignment operation; and

FIG. 9 is a flow chart demonstrating a method for controlling analignment of a vehicle with a trailer utilizing proximity data incombination with additional sensor data in accordance with thedisclosure.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

For purposes of description herein, the terms “upper,” “lower,” “right,”“left,” “rear,” “front,” “vertical,” “horizontal,” “interior,”“exterior,” and derivatives thereof shall relate to the device asoriented in FIG. 1. However, it is to be understood that the device mayassume various alternative orientations, except where expresslyspecified to the contrary. It is also to be understood that the specificdevices and processes illustrated in the attached drawing, and describedin the following specification are simply exemplary embodiments of theinventive concepts defined in the appended claims. Hence, specificdimensions and other physical characteristics relating to theembodiments disclosed herein are not to be considered as limiting,unless the claims expressly state otherwise. Additionally, unlessotherwise specified, it is to be understood that discussion of aparticular feature or component extending in or along a given directionor the like does not mean that the feature or component follows astraight line or axis in such a direction or that it only extends insuch direction or on such a plane without other directional componentsor deviations, unless otherwise specified.

Referring generally to FIGS. 1-5, reference numeral 10 designates ahitch assistance system (also referred to as a “hitch assist” system)for a vehicle 12. In various embodiments, hitch assist system 10includes a controller 14 configured to acquire position data of acoupler 16 of a trailer 18. The controller 14 may be configured toderive a vehicle path 20 to align a hitch ball 22 of the vehicle 12 withthe coupler 16. Deriving the vehicle path 20 may include a variety ofsteps including detecting and compensating for a change in a couplerposition 24 in order to control the vehicle 12 to locate a hitchposition 26 aligned with the coupler 16. The vehicle path 20 maycomprise a plurality of segments 28, which may correspond to changes inthe operating direction or steering direction of the vehicle 12. Invarious embodiments, deriving the vehicle path 20 may include navigatingaround intervening objects or structures, operating over uneven terrain,following a desired path indicated by an operator or user U, etc.Accordingly, the disclosure may provide for the hitch assist system 10to provide for improved navigation of the vehicle 12 and/or interactionwith the coupler 16 such that trailer 18 may be effectively connected tothe vehicle 12 without complication.

In some embodiments, the system 10 may be configured to detect aproximity of the coupler 16 in connection with the trailer 18. Theproximity of the trailer 18 may be detected in response to a signalreceived by the controller 14 from one or more proximity sensors 30. Theproximity sensors 30 may correspond to various sensors, including, butnot limited to, ultrasonic sensors, electromagnetic sensors, radarsensors, laser sensors, and/or various types of sensors that may beconfigured to detect a distance of an object along the vehicle path 20.As further discussed in reference to FIGS. 5-9, the system 10 mayutilize proximity information from the one or more proximity sensor 30in combination with additional sensors, which may be utilized to detectand track the coupler position 24. Accordingly, the system 10 mayprovide for improved operational accuracy and error reduction byutilizing the proximity sensor 30 in combination with at least oneaddition sensor (e.g., a camera or image system). In this way, thesystem accurately identify the coupler position 24 and control thevehicle 12 to align the hitch position 26 with the coupler position 24.

With respect to the general operation of the hitch assist system 10, asillustrated in the system diagram of FIGS. 2-4, the system 10 includesvarious sensors and devices that obtain or otherwise provide vehiclestatus-related information. This information includes positioninginformation from a positioning system 32, which may include a deadreckoning device 34 or, in addition or as an alternative, a globalpositioning system (GPS), to determine a coordinate location of thevehicle 12 based on the one or more locations of the devices within thepositioning system 32. In particular, the dead reckoning device 34 canestablish and track the coordinate location of the vehicle 12 within alocalized coordinate system 36 based at least on vehicle speed andsteering angle δ as shown in FIG. 3. Other vehicle information receivedby hitch assist system 10 may include a speed of the vehicle 12 from aspeed sensor 38 and a yaw rate of the vehicle 12 from a yaw rate sensor40. It is contemplated that in additional embodiments, a distance orproximity sensor or an array thereof, and other vehicle sensors anddevices may provide sensor signals or other information, such assequential images of the trailer 18, including the detected coupler 16,that the controller 14 of the hitch assist system 10 may process withvarious routines to determine the height H and position (e.g., based onthe distance D_(c) and angle α_(c)) of coupler 16.

As further shown in FIG. 2, one embodiment of the hitch assist system 10is in communication with the steering system 50 of vehicle 12. Thesteering system 50 may be a power assist steering system 50 including asteering motor 52 to operate the steered wheels 54 (FIG. 1) of thevehicle 12 for moving the vehicle 12 in such a manner that the vehicleyaw changes with the vehicle velocity and the steering angle δ. In theillustrated embodiment, the power assist steering system 50 is anelectric power-assisted steering (“EPAS”) system including electricsteering motor 52 for turning the steered wheels 54 to a steering angleδ based on a steering command, whereby the steering angle δ may besensed by a steering angle sensor 56 of the power assist steering system50. The steering command may be provided by the hitch assist system 10for autonomously steering during a trailer hitch alignment maneuver andmay alternatively be provided manually via a rotational position (e.g.,steering wheel angle) of a steering wheel of vehicle 12.

In the illustrated embodiment, the steering wheel of the vehicle 12 ismechanically coupled with the steered wheels 54 of the vehicle 12, suchthat the steering wheel moves in concert with steered wheels 54,preventing manual intervention with the steering wheel during autonomoussteering. More specifically, a torque sensor 58 is provided on the powerassist steering system 50 that senses torque on the steering wheel thatis not expected from autonomous control of the steering wheel andtherefore indicative of manual intervention. In this configuration, thehitch assist system 10 may alert the driver to discontinue manualintervention with the steering wheel and/or discontinue autonomoussteering. In alternative embodiments, some vehicles have a power assiststeering system 50 that allows a steering wheel to be partiallydecoupled from movement of the steered wheels 54 of such a vehicle.

With continued reference to FIG. 2, the power assist steering system 50provides the controller 14 of the hitch assist system 10 withinformation relating to a rotational position of steered wheels 54 ofthe vehicle 12, including a steering angle δ. The controller 14 in theillustrated embodiment processes the current steering angle, in additionto other vehicle 12 conditions to guide the vehicle 12 along the desiredpath 20 (FIG. 3). It is conceivable that the hitch assist system 10, inadditional embodiments, may be an integrated component of the powerassist steering system 50. For example, the power assist steering system50 may include a hitch assist algorithm for generating vehicle steeringinformation and commands as a function of all or a portion ofinformation received from an imaging system 60, the power assiststeering system 50, a vehicle brake control system 62, a powertraincontrol system 64, and other vehicle sensors and devices, as well as ahuman-machine interface (“HMI”) 66, as discussed further below.

As also illustrated in FIG. 2, the vehicle brake control system 62 mayalso communicate with the controller 14 to provide the hitch assistsystem 10 with braking information, such as vehicle wheel speed, and toreceive braking commands from the controller 14. The brake controlsystem 62 may be configured to control service brakes 62 a and a parkingbrake 62 b. The parking brake 62 b may correspond to an electronicparking brake system that may be in communication with the controller14. Accordingly in operation, the controller 14 may be configured tocontrol the brakes 62 a and 62 b as well as detect vehicle speedinformation, which may be determined from individual wheel speed sensorsmonitored by the brake control system 62. Vehicle speed may also bedetermined from the powertrain control system 64, the speed sensor 38,and/or the positioning system 32, among other conceivable means. In someembodiments, individual wheel speeds can also be used to determine avehicle yaw rate, which can be provided to the hitch assist system 10 inthe alternative or in addition to the vehicle yaw rate sensor 40.

The hitch assist system 10 can further provide vehicle brakinginformation to the brake control system 62 for allowing the hitch assistsystem 10 to control braking of the vehicle 12 during backing of thetrailer 18. For example, the hitch assist system 10, in someembodiments, may regulate speed of the vehicle 12 during alignment ofthe vehicle 12 with the coupler 16 of trailer 18, which can reduce thepotential for a collision with trailer 18, and can bring vehicle 12 to acomplete stop at a determined endpoint 70 of the path 20. It isdisclosed herein that the hitch assist system 10 can additionally oralternatively issue an alert signal corresponding to a notification ofan actual, impending, and/or anticipated collision with a portion oftrailer 18. As mentioned above, regulation of the speed of the vehicle12 may be advantageous to prevent collision with trailer 18.

In some embodiments, the powertrain control system 64, as shown in theembodiment illustrated in FIG. 2, may also interact with the hitchassist system 10 for regulating speed and acceleration of the vehicle 12during partial or autonomous alignment with trailer 18. Duringautonomous operation, the powertrain control system 64 may further beutilized and configured to control a throttle as well as a drive gearselection of a transmission of the vehicle 12. Accordingly, in someembodiments, the controller 14 may be configured to control a gear ofthe transmission system and/or prompt the user U to shift to a desiredgear to complete semi-automated operations of the vehicle 12.

As previously discussed, the hitch assist system 10 may communicate withhuman-machine interface (“HMI”) 66 of the vehicle 12. The HMI 66 mayinclude a vehicle display 72, such as a center-stack mounted navigationor entertainment display (FIG. 1). HMI 66 further includes an inputdevice, which can be implemented by configuring display 72 as a portionof a touchscreen 74 with circuitry 76 to receive an input correspondingwith a location over display 72. Other forms of input, including one ormore joysticks, digital input pads, or the like, can be used in place orin addition to touchscreen 74. Further, the hitch assist system 10 maycommunicate via wireless communication with another embodiment of theHMI 66, such as with one or more handheld or portable devices 80 (FIG.1), including one or more smartphones. The portable device 80 may alsoinclude the display 72 for displaying one or more images and otherinformation to a user U. For instance, the portable device 80 maydisplay one or more images of the trailer 18 on the display 72 and maybe further configured to receive remote user inputs via touchscreencircuitry 76. In addition, the portable device 80 may provide feedbackinformation, such as visual, audible, and tactile alerts.

In some embodiments, the hitch assist system 10 may further be incommunication with one or more indicator devices 78. The indicatordevices 78 may correspond to conventional vehicle indicators, such as avehicle horn 78 a, lights 78 b, a speaker system 78 c, vehicleaccessories 78 d, etc. In some embodiments, the indicator devices 78 mayfurther include one or more accessories 78 d, which may correspond tocommunication devices, remote controls, and a variety of devices thatmay provide for status and operational feedback between the user U andthe vehicle 12. For example, in some embodiments, the HMI 66, thedisplay 72, and the touchscreen 74 may be controlled by the controller14 to provide status updates identifying the operation or receivinginstructions or feedback to control the hitch assist system 10.Additionally, in some embodiments, the portable device 80 may be incommunication with the controller 14 and configured to display orotherwise indicate one or more alerts or messages related to theoperation of the hitch assist system 10.

Still referring to the embodiment shown in FIG. 2, the controller 14 isconfigured with a microprocessor 82 to process logic and routines storedin memory 84 that receive information from the above-described sensorsand vehicle systems, including the imaging system 60, the power assiststeering system 50, the vehicle brake control system 62, the powertraincontrol system 64, and other vehicle sensors and devices. The controller14 may generate vehicle steering information and commands as a functionof all or a portion of the information received. Thereafter, the vehiclesteering information and commands may be provided to the power assiststeering system 50 for affecting steering of the vehicle 12 to achieve acommanded path 20 (FIG. 3) of travel for alignment with the coupler 16of trailer 18. The controller 14 may include the microprocessor 82and/or other analog and/or digital circuitry for processing one or moreroutines. Also, the controller 14 may include the memory 84 for storingone or more routines, including an image processing routine 86 and/orhitch detection routine, a path derivation routine 88, and an operatingroutine 90.

It should be appreciated that the controller 14 may be a stand-alonededicated controller or may be a shared controller integrated with othercontrol functions, such as integrated with a vehicle sensor system, thepower assist steering system 50, and other conceivable onboard oroff-board vehicle control systems. It should further be appreciated thatthe image processing routine 86 may be carried out by a dedicatedprocessor, for example, within a stand-alone imaging system for vehicle12 that can output the results of its image processing to othercomponents and systems of vehicle 12, including microprocessor 82.Further, any system, computer, processor, or the like, that completesimage processing functionality, such as that described herein, may bereferred to herein as an “image processor” regardless of otherfunctionality it may also implement (including simultaneously withexecuting image processing routine 86).

System 10 may also incorporate the imaging system 60 that includes oneor more exterior cameras. Examples of exterior cameras are illustratedin FIG. 4 and include rear camera 60 a, center high-mount stop light(CHMSL) camera 60 b, and side-view cameras 60 c and 60 d, although otherarrangements including additional or alternative cameras are possible.In one example, imaging system 60 can include rear camera 60 a alone orcan be configured such that system 10 utilizes only rear camera 60 a ina vehicle with multiple exterior cameras. In another example, thevarious cameras 60 a-60 d included in imaging system 60 can bepositioned to generally overlap in their respective fields of view,which in the depicted arrangement include fields of view 92 (e.g. 92 a,92 b, 92 c, and 92 d) to correspond with rear camera 60 a, centerhigh-mount stop light (CHMSL) camera 60 b, and side-view cameras 60 cand 60 d, respectively. In this manner, image data from two or more ofthe cameras can be combined in image processing routine 86, or inanother dedicated image processor within imaging system 60, into asingle image.

As an example of combining image data from multiple cameras, the imagedata can be used to derive stereoscopic image data that can be used toreconstruct a three-dimensional scene of the area or areas withinoverlapped areas of the various fields of view 92 a, 92 b, 92 c, and 92d, including any objects (obstacles or coupler 16, for example) therein.In an embodiment, the use of two images including the same object can beused to determine a location of the object relative to the two imagesources, given a known spatial relationship between the image sources.In this respect, the image processing routine 86 can use knownprogramming and/or functionality to identify an object within image datafrom the various cameras 60 a, 60 b, 60 c, and 60 d within imagingsystem 60. In either example, the image processing routine 86 caninclude information related to the positioning of any cameras 60 a, 60b, 60 c, and 60 d present on vehicle 12 or utilized by system 10,including relative to a center 96 (FIG. 1) of vehicle 12, for example,such that the positions of cameras 60 a, 60 b, 60 c, and 60 d relativeto center 96 and/or to each other can be used for object positioningcalculations and to result in object position data relative to thecenter 96 of vehicle 12, for example, or other features of vehicle 12,such as hitch ball 22 (FIG. 1), with known positions relative to center96 of the vehicle 12.

The image processing routine 86 can be specifically programmed orotherwise configured to locate coupler 16 within image data. In oneexample, the image processing routine 86 can identify the coupler 16within the image data based on stored or otherwise known visualcharacteristics of coupler 16 or hitches in general. In anotherembodiment, a marker in the form of a sticker, or the like, may beaffixed with trailer 18 in a specified position relative to coupler 16in a manner similar to that which is described in commonly-assigned U.S.Pat. No. 9,102,271, the entire disclosure of which is incorporated byreference herein. In such an embodiment, image processing routine 86 maybe programmed with identifying characteristics of the marker forlocation in image data, as well as the positioning of coupler 16relative to such a marker so that the position 24 of the coupler 16 canbe determined based on the marker location.

Additionally or alternatively, controller 14 may seek confirmation ofthe detected coupler 16, via a prompt on touchscreen 74. If the coupler16 determination is not confirmed, further image processing may beprovided, or user-adjustment of the position 24 of coupler 16 may befacilitated, either using touchscreen 74 or another input to allow theuser U to move the depicted position 24 of coupler 16 on touchscreen 74,which controller 14 uses to adjust the determination of position 24 ofcoupler 16 with respect to vehicle 12 based on the above-described useof image data. Alternatively, the user U can visually determine theposition 24 of coupler 16 within an image presented on HMI 66 and canprovide a touch input in a manner similar to that which is described incommonly-assigned U.S. Pat. No. 10/266,023, the entire disclosure ofwhich is incorporated by reference herein. The image processing routine86 can then correlate the location of the touch input with thecoordinate system 36 applied to image data shown on the display 72,which may be depicted as shown in FIG. 3.

As shown in FIG. 3, the image processing routine 86 and operatingroutine 90 may be used in conjunction with each other to determine thepath 20 along which hitch assist system 10 can guide vehicle 12 to alignhitch ball 22 and coupler 16 of trailer 18. In the example shown, aninitial position of vehicle 12 relative to trailer 18 may be such thatcoupler 16 is only in the field of view 92 c of side camera 60 c, withvehicle 12 being positioned laterally from trailer 18 but with coupler16 being almost longitudinally aligned with hitch ball 22. In thismanner, upon initiation of hitch assist system 10, such as by user inputon touchscreen 74, for example, image processing routine 86 can identifycoupler 16 within the image data of camera 60 c and estimate theposition 24 of coupler 16 relative to hitch ball 22. The position 24 ofthe coupler 16 may be identified by the system 10 using the image datain accordance by receiving focal length information within image data todetermine a distance D_(c) to coupler 16 and an angle a, of offsetbetween coupler 16 and the longitudinal axis of vehicle 12. Thisinformation may also be used in light of the position 24 of coupler 16within the field of view of the image data to determine or estimate theheight H_(c) of coupler 16. Once the positioning D_(c), α_(c) of coupler16 has been determined and, optionally, confirmed by the user U, thecontroller 14 can take control of at least the vehicle steering system50 to control the movement of vehicle 12 along the desired path 20 toalign the hitch position 26 of the vehicle hitch ball 22 with coupler16.

Continuing with reference to FIGS. 3 and 4 with additional reference toFIG. 2, controller 14, having estimated the positioning D_(c), α_(c) ofcoupler 16, as discussed above, can, in one example, execute pathderivation routine 88 to determine vehicle path 20 to align the vehiclehitch ball 22 with coupler 16. In particular, controller 14 can havestored in memory 84 various characteristics of vehicle 12, including thewheelbase W, the distance from the rear axle to the hitch ball 22, whichis referred to herein as the drawbar length L, as well as the maximumangle to which the steered wheels 54 can be turned δ_(max). As shown,the wheelbase W and the current steering angle δ can be used todetermine a corresponding turning radius ρ for vehicle 12 according tothe equation:

$\begin{matrix}{\rho = \frac{1}{W\;\tan\;\delta}} & (1)\end{matrix}$in which the wheelbase W is fixed and the steering angle δ can becontrolled by controller 14 by communication with steering system 50, asdiscussed above. In this manner, when the maximum steering angle δ_(max)is known, the smallest possible value for the turning radius ρ_(min) isdetermined as:

$\begin{matrix}{\rho_{m\; i\; n} = \frac{1}{W\;\tan\;\delta_{m\;{ax}}}} & (2)\end{matrix}$

Path derivation routine 88 can be programmed to derive vehicle path 20to align a known location of the vehicle hitch ball 22 with theestimated position 24 of coupler 16 that takes into account thedetermined minimum turning radius ρ_(min) to allow path 20 to use theminimum amount of space and maneuvers. In this manner, path derivationroutine 88 can use the position of vehicle 12, which can be based on thecenter 96 of vehicle 12, a location along the rear axle, the location ofthe dead reckoning device 34, or another known location on thecoordinate system 36, to determine both a lateral distance to thecoupler 16 and a forward or rearward distance to coupler 16 and derive apath 20 that achieves the needed lateral and forward-backward movementof vehicle 12 within the limitations of steering system 50. Thederivation of path 20 further takes into account the positioning ofhitch ball 22, based on length L, relative to the tracked location ofvehicle 12 (which may correspond with the center 96 of mass of vehicle12, the location of a GPS receiver, or another specified, known area) todetermine the needed positioning of vehicle 12 to align hitch ball 22with coupler 16.

FIG. 5 demonstrates a projected view of image data demonstrating analignment sequence with the trailer 18. Additionally, FIGS. 6A and 6Bdemonstrate side profile views of the vehicle 12 approaching the trailer18 along the vehicle path 20. Referring to FIGS. 5, 6A, and 6B, in someembodiments, the system 10 may be configured to detect a proximity ofthe coupler 16 in connection with the trailer 18. The proximity of thetrailer 18 may be detected in response to a signal received by thecontroller 14 from one or more proximity sensors 30. The proximitysensors 30 may correspond to various sensors including but not limitedto ultrasonic sensors, electromagnetic sensors, radar sensors, lasersensors, and/or various types of sensors that may be configured todetect a distance of an object along the vehicle path 20. In this way,the controller 14 may be configured to utilize the proximity data incombination with image data or additional location information to verifyand track the coupler position 24.

As demonstrated in FIG. 5, the coupler position 24 may be identified inthe image data captured by the imaging system 60. Additionally, aposition of the trailer 18, represented as an outline 102, may beidentified in the image data. Based on the position of the trailer 18(outline 102) in combination with the coupler position 24, thecontroller 14 may generally be operable to reliably identify the couplerposition 24. However, in some circumstances, the controller 14 mayidentify a false position 104 of the coupler 16 in the image data. Insuch situations, the operation of the operating routine 90 aligning thehitch position 26 with coupler position 24 may result in the vehicle 12coming in contact with the coupler 16 due to an overshoot condition.

In order to improve the operational accuracy and reduce the likelihoodof errors in the detection of the coupler position 24, the system 10 maybe in communication with the at least one proximity sensor 30. Based onproximity data received from the proximity sensor 30, the controller 14may verify the coupler position 24 in relation to the hitch position 26along the vehicle path 20. In this way, the controller 14 may comparethe proximity data identifying a proximity of the trailer 18 with theimage data identifying the coupler position 24 to ensure that thedistance D_(c) to the coupler 16 is accurately identified.

Referring now to FIGS. 6A and 6B, the vehicle 12 is demonstrated in anapproach configuration 110 and an aligned configuration 112 in relationto the trailer 18. In addition to the challenges that may be related tothe identification of the coupler 16 in the false position 104, thesystem 10 may also have a limited operating range over which the vehiclepath 20 may be identified in the image data via the image processingroutine 86. For example, in response to the distance D_(c) to thecoupler 16 being less than a tracking threshold (e.g., a predeterminedminimum tracking distance), the controller 14 may be inoperable toaccurately identify the coupler position 24 in the image data.Additionally, if the distance D_(c) to the coupler 16 is less than atracking threshold, the controller 14 may be unable to calculate thevehicle path 20 via the path derivation routine 88. Under suchcircumstances, operation of the system 10 in response to a request tocomplete the operating routine 90 may result in an error or failure.

Accordingly, in order to improve the operation of the system 10, thecontroller 14 may be in communication with the at least one proximitysensor 30 to identify whether the distance D_(c) to the coupler 16 isless than the minimum tracking threshold. Based on the proximity datafrom the proximity sensor 30, the controller 14 may identify theproximity of the trailer 18 to approximate the distance D_(c). Once thedistance D_(c) is approximated via the proximity data from the proximitysensor 30, the controller 14 may output instructions to the user U viathe HMI 66 to move the vehicle 12 away from the trailer 18. In this way,the controller 14 may be configured to detect that the trailer 18 is tooclose to the vehicle 12 to successfully process path derivation andoperating routines 88, 90 and instruct the user U to increase thedistance D_(c) beyond than the tracking threshold.

In FIGS. 6A and 6B, a proximity signal 114 is shown emitted from the atleast one proximity sensor 30. In operation, the controller 14 may notbe operable to distinguish a specific portion of the trailer 18 basedsolely on the proximity data from the proximity sensor 30. However, thecontroller 14 may accurately identify the general proximity or distanceof the trailer 18 from the proximity sensor 30 to accurately indicatewhether the distance D_(c) of the coupler 16 is less than the trackingthreshold. Accordingly, the controller 14 may be configured to utilizethe proximity data to determine whether the system 10 is sufficientlyfar from the trailer 18 to accurately identify the coupler position 24and process the operating routine 90. As further discussed in referenceto FIGS. 7, 8, and 9, the controller 14 may apply the proximity datacommunicated from the proximity sensor 30 in combination with the imagedata communicated by the imaging system 60 to provide for variousoperating methods that may improve the accuracy and operation of thesystem 10.

Referring to FIG. 7, a flow chart demonstrating a method 120 forcontrolling an alignment of the vehicle 12 with the trailer 18 is showndescribing an exemplary operation utilizing the proximity data incombination with the image data. The method 120 may begin in response tothe initiation of the hitch connection routine (122). For example, priorto the activation of the image processing routine 86, the controller 14may control the at least one proximity sensor 30 to scan a regionproximate the vehicle 12 to determine the proximity of the trailer 18.In response to the activation of the proximity sensor 30, the controller14 may receive proximity data and detect the proximity of the trailer 18(124). Additionally, the controller 14 may activate or control theimaging system 60 to capture image data and detect or attempt to detectthe trailer 18 and coupler position 24 in the image data (126).

Based on the proximity data, in step 128, the controller 14 may comparethe proximity or distance to the trailer 18 with the minimum distancetracking threshold. As previously discussed, the minimum distancetracking threshold may correspond to a minimum distance required for thesystem 10 to accurately identify the coupler position 24 in the imagedata. If the trailer distance identified based on the proximity datafrom the proximity sensor 30 is greater than the minimum trackingthreshold, the controller 14 may continue to step 132 and monitor theproximity data for the coupler range or distance to the trailer 18. Ifthe trailer distance is not greater than the minimum distance trackingthreshold in step 128, the controller 14 may output an instruction viathe HMI 66 instructing the user U to move the vehicle 12 away from thetrailer 18 (130).

Following step 132, the controller 14 may continue the method 120 bycontrolling the movement of the vehicle 12 aligning the hitch position26 with the coupler position 24 (134). During the alignment operation,the controller 14 may compare the distance D_(c) to the coupler 16 asidentified from the image data as the coupler position 24 to the trailerproximity as identified by the proximity data from the proximity sensor30 (136). In step 136, if the distance D_(c) to the coupler 16 asidentified from the image data is greater than the trailer proximityidentified based on the proximity data, the controller 14 may applycourse braking via the brake control system 62 to halt the vehicle 12.In this way, the system 10 may prevent the potential collision betweenthe vehicle 12 and trailer 18 (138). Following step 138, the method 120may return to step 130 instructing the user to move the vehicle 12 awayfrom the trailer 18. If the distance D_(c) to the coupler 16 identifiedbased on the image data is not greater than the trailer proximity instep 136, the controller 14 may continue to complete the operatingroutine 90 aligning the hitch position 26 with the coupler position 24(140). In this way, the method 120 may provide for the system 10 toutilize the proximity data in combination with the image data to improvethe accuracy and operation of the system 10.

Referring now to FIG. 8, a flow chart demonstrating a method 150 forcontrolling alignment of the vehicle 12 with the trailer 18 is showndemonstrating a method for identifying a minimum alignment distance orminimum tracking threshold that may be required in some cases foraccurate operation of the system 10. The method may begin by initiatinga hitch connection routine (e.g., the operating routine 90) for thevehicle 12 (152). Upon initiation of the routine, the controller 14 mayactivate the proximity sensor 30 and detect the proximity of the trailer18 via the proximity data (154). Based on the proximity data, in step156, the controller 14 may identify if the trailer 18 is within amaximum detection range from which the system 10 can accurately identifyand maneuver the hitch ball 22 of the vehicle 12 to align with thecoupler 16 of the trailer 18.

In step 156, if the trailer 18 is beyond the maximum detection range,the controller 14 may display an instruction on the HMI 66 instructingthe user to decrease the distance D_(c) to the trailer 18 (158). If thetrailer 18 is within the maximum detection range in step 156, thecontroller 14 may process the proximity data from the proximity sensor30 to estimate the proximity of the trailer 18 (160). Additionally, thecontroller 14 may control the imaging system 60 to capture image data toidentify the trailer 18 and the coupler position 24 (162). In step 164,the controller 14 may determine whether the trailer 18 and/or thecoupler position 24 are detected. If the trailer 18 or correspondingcoupler position 24 are not identified in step 164, the controller 14may notify the user U of the non-detection of the trailer 18 and displayinstructions on the HMI 66 to assist the user U in aligning the vehicle12 with the trailer 18 (166).

In step 164, the controller 14 may utilize the proximity data from theproximity sensor 30 as well as the image data from the imaging system 60to detect the trailer 18 and/or the corresponding coupler position 24.If the trailer 18 is detected in step 164, the controller 14 may processthe proximity data from the proximity sensor 30 to identify if thetrailer distance is less than the minimum distance tracking threshold(168). If the trailer distance or proximity is less than the minimumtracking threshold in step 168, the controller 14 may continue to step170 and display instructions to the user U to increase the distancebetween the vehicle 12 and the trailer 18 on the HMI 66 (170). In step168, if the trailer distance or proximity is greater than the minimumtracking threshold, the controller 14 may continue to step 172 andcontrol the vehicle 12 along the vehicle path 20 aligning the hitchposition 26 with the coupler position 24. Accordingly, the method 150may provide for the proximity sensor 30 to be used in combination withthe imaging system 60 to improve the robustness operation of the system10.

Referring now to FIG. 9, a flow chart demonstrating a method 180 forcontrolling an alignment of the vehicle 12 with the trailer 18 utilizingthe proximity data in combination with additional sensor data is shown.The method 180 may begin by the controller 14 initiating the hitchconnection routine (182). The hitch connection routine may begin bydetecting or attempting to detect the trailer 18 and/or the couplerposition 24 in the image data as provided by the imaging system 60(184). Additionally, the controller 14 may activate and monitor theproximity data from the proximity sensor 30 to identify the proximity ofthe trailer 18 (186). With the coupler position 24 identified in theimage data, the controller 14 may apply the operating routine 90 toalign the hitch position 26 with the coupler position 24 (188).

During the alignment, the controller 14 may monitor the proximity of thetrailer 18 as identified from the proximity data in order to identifythe approximate distance travelled by the vehicle 12. Based on thedistance traveled in step 190, the controller 14 may compare thedistance D_(c) to the coupler 16 with the approximate distance traveledplus a predetermined distance threshold (190). In this way, thecontroller 14 may compare the approximate distance traveled plus thedistance threshold with the distance D_(c) to the coupler 16 to identifywhether the coupler position 24 is misidentified or changing in theimage data. If the distance D_(c) to the coupler 16 is greater than thedistance traveled plus the threshold in step 190, the controller 14 mayapply course braking by the brake control system 62 to halt the vehicle12 and prevent collision (192). In step 190, if the distance D_(c) tothe coupler 16 is not greater than the distance traveled plus thethreshold, the method 180 may continue by completing the alignment ofthe hitch position 26 with the coupler position 24 (194).

As discussed herein, the disclosure provides for various solutions thatmay improve the operation of the system 10 in accuracy and robustness.Accordingly, the disclosure may provide for an improved experience ofthe user U in various settings. Though specific detailed steps werediscussed in reference to the exemplary embodiments, such examples aremerely provided as examples to demonstrate useful applications of thesystems and devices disclosed by the application. It shall be understoodthat the system 10 and corresponding methods are provided strictly asexemplary illustrations of the disclosure that may vary or be combinedin various ways without departing from the spirit of the disclosure.Additionally, the detailed embodiment shall not be considered limitingto the scope of the disclosure unless expressly required by the claims.

It is to be understood that variations and modifications can be made onthe aforementioned structure without departing from the concepts of thepresent disclosure, and further it is to be understood that suchconcepts are intended to be covered by the following claims unless theseclaims by their language expressly state otherwise.

For purposes of this disclosure, the term “coupled” (in all of itsforms, couple, coupling, coupled, etc.) generally means the joining oftwo components (electrical or mechanical) directly or indirectly to oneanother. Such joining may be stationary in nature or movable in nature.Such joining may be achieved with the two components (electrical ormechanical) and any additional intermediate members being integrallyformed as a single unitary body with one another or with the twocomponents. Such joining may be permanent in nature or may be removableor releasable in nature unless otherwise stated.

It is also important to note that the construction and arrangement ofthe elements of the disclosure as shown in the exemplary embodiments isillustrative only. Although only a few embodiments of the presentinnovations have been described in detail in this disclosure, thoseskilled in the art who review this disclosure will readily appreciatethat many modifications are possible (e.g., variations in sizes,dimensions, structures, shapes and proportions of the various elements,values of parameters, mounting arrangements, use of materials, colors,orientations, etc.) without materially departing from the novelteachings and advantages of the subject matter recited. For example,elements shown as integrally formed may be constructed of multiple partsor elements shown as multiple parts may be integrally formed, theoperation of the interfaces may be reversed or otherwise varied, thelength or width of the structures and/or members or connector or otherelements of the system may be varied, the nature or number of adjustmentpositions provided between the elements may be varied. It should benoted that the elements and/or assemblies of the system may beconstructed from any of a wide variety of materials that providesufficient strength or durability, in any of a wide variety of colors,textures, and combinations. Accordingly, all such modifications areintended to be included within the scope of the present innovations.Other substitutions, modifications, changes, and omissions may be madein the design, operating conditions, and arrangement of the desired andother exemplary embodiments without departing from the spirit of thepresent innovations.

It will be understood that any described processes or steps withindescribed processes may be combined with other disclosed processes orsteps to form structures within the scope of the present disclosure. Theexemplary structures and processes disclosed herein are for illustrativepurposes and are not to be construed as limiting.

What is claimed is:
 1. A vehicle system, comprising: a hitch ballmounted on a vehicle; a plurality of sensor devices comprising anultrasonic sensor and an image sensor; and a controller configured to:process image data from the image sensor identifying a coupler positionof a trailer in a detection range of the image sensor, wherein thedetection range comprises a minimum tracking distance within which thecontroller is inoperable to accurately track the coupler position viathe image data; process ultrasonic data from the ultrasonic sensoridentifying a proximity of the trailer; and identify the trailer withinthe minimum tracking distance of the image sensor based on the proximityof the trailer.
 2. The system according to claim 1, wherein thecontroller is further configured to: control a motion of the vehiclealigning the hitch ball with the coupler position.
 3. The systemaccording to claim 2, wherein the controller is further configured to:correct for a misidentification of the coupler position identified inthe image data based on the proximity of the trailer identified from theultrasonic data.
 4. The system according to claim 1, wherein thecontroller is further configured to: monitor the proximity of thetrailer based on the ultrasonic data; monitor the location of thecoupler based on the image data; and suppress a motion instructioncalculated based on the location of the coupler detected in the imagedata in response to the proximity of the trailer.
 5. The systemaccording to claim 4, wherein the suppression of the motion instructioncomprises stopping the motion of the vehicle.
 6. The system according toclaim 4, wherein the suppression of the motion instruction is inresponse to the proximity of the trailer being less than sum of a changein the proximity detected via the ultrasonic data and a predetermineddistance constant.
 7. The system according to claim 1, wherein thecontroller is further configured to: control a notification indicatingthat the trailer is outside the detection range.
 8. The system accordingto claim 7, wherein the detection range of the notification provides forthe vehicle to be repositioned at a greater distance within thedetection range.
 9. A method for controlling a vehicle comprising:processing image data from an image sensor identifying a couplerposition of a trailer in a detection range of the image sensor, whereinthe detection range comprises a minimum tracking distance within whichthe controller is inoperable to accurately track the coupler positionvia the image data; processing ultrasonic data identifying a proximityof the trailer; controlling a motion of the vehicle aligning the hitchball with the coupler position; monitoring proximity of the trailerrelative to the coupler position; identifying the trailer within theminimum tracking distance of the image sensor based on the proximity ofthe trailer; halting the motion of the vehicle in response to theproximity pf the trailer being within the minimum tracking distance. 10.The method according to claim 9, further comprising: capturing the imagedata with an image sensor; and capturing the ultrasonic data with anultrasonic sensor.
 11. The method according to claim 9, wherein thehalting of the motion of the vehicle comprises: correcting for amisidentification of the coupler position identified in the image databased on the proximity of the trailer identified from the ultrasonicdata.
 12. The method according to claim 9, further comprising; comparingthe coupler position identified based on the image data to the proximityof the trailer identified based on the ultrasonic data, wherein thecomparison comprises comparing a distance to the coupler position with achange in the proximity.
 13. The method according to claim 12, whereinthe comparison further comprises a sum adding a predetermined distancecoefficient to the change in proximity and comparing the distance to thecoupler position with the sum of the change in proximity and thepredetermined distance coefficient.
 14. A vehicle system, comprising: ahitch ball mounted on a vehicle; an ultrasonic sensor configured tocapture ultrasonic data rearward of the vehicle; an image sensorconfigured to capture image data rearward of the vehicle; and acontroller configured to: process image data from the image sensoridentifying a coupler position of a trailer in a detection range of theimage sensor, wherein the detection range comprises a minimum trackingdistance within which the controller is inoperable to accurately trackthe coupler position via the image data; control a motion of the vehiclealigning the hitch ball with the coupler position; process ultrasonicdata from the ultrasonic sensor identifying a proximity of the trailer;monitor the proximity of the trailer relative to the coupler position;and correct for a misidentification of the coupler position identifiedin the image data within the minimum tracking distance based on theproximity of the trailer identified from the ultrasonic data.
 15. Thesystem according to claim 14, wherein the correcting for themisidentification comprises halting the motion of the vehicle inresponse to a comparison of the coupler position with the proximity. 16.The system according to claim 15, wherein the comparison comprisescomparing a distance to the coupler position with a change in theproximity detected via the ultrasonic data.
 17. The system according toclaim 16, wherein the comparison further comprises calculating a sum ofa predetermined distance coefficient and the change in proximity andcomparing the distance to the coupler position with the sum of thechange in proximity and the predetermined distance coefficient.